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Scania Group Press Release / December 1, 2017 Digital rear-view mirrors on trucks can replace conventional mirrors, reduce blind spots and improve visibility, according to a recently completed research project. This is a first — a digital camera mirror system that could completely replace conventional rear view mirrors on trucks. Rear-view mirrors have not evolved a great deal since they became necessary in the 1960s as a result of the increasing number of highways worldwide. Now things could be set to change as a new solution has been developed for truck manufacturers thanks to RISE, Scania and Stoneridge Electronics AB. Along with Scania vehicle ergonomist Hanna Staf and technicians from Stoneridge Electronics, Azra Habibovic, project leader at the Swedish research institute RISE Viktoria, has created a digital rear-view mirror system prototype that represents a clear step forward. The prototype includes cameras mounted near the upper front corners of the exterior of the cab. Displays on the inside of the cab show the rear view in real time. The driver’s direct vision is improved By replacing conventional rear-view mirrors with digital ones, the driver’s direct vision is improved. “Traditional rear-view mirrors typically block drivers field of vision, by replacing them with digital systems it enables drivers to detect pedestrians and cyclists much easier – a typical problem at urban intersections and roundabouts,” says Habibovic. The prototype provides a larger field of view and reduces blind spots, making the driver more aware of potential hazards around their trucks. Furthermore, Habibovic explains: “The automatic panning of the main view is especially useful for following the trailer end when turning or reversing. It eliminates the need for body and head movements to increase the field of view, which is usually the case when using conventional mirrors.” Better visibility when door windows are dirty Another advantage is that the prototype provides better visibility when door windows are dirty. During adverse weather conditions, it can be a challenge for truck drivers to spot objects in conventional mirrors. In addition to safety, the digital rear-view system offers reduced air-drag, and enhanced night-time viewing is also possible through an inbuilt infra-red system. “Replacing conventional mirrors with digital systems creates a unique opportunity to improve drivers’ visibility and night vision,” says Staf. This improves safety while creating a more comfortable driver environment. .

Renault Trucks Press Release / December 1, 2017 Welcome aboard! Patrice Roeser, Product Manager Construction is presenting you the main assets of the Renault Trucks K Range. .

Eric Miller, Transport Topics / November 30, 2017 For the first time, beginning Jan. 1, truck drivers being administered random pre-employment and post-accident drug tests will be screened for four additional synthetic opioids, the highly addictive drugs that likely will require medical experts to consider prescriptions that balance pain mitigation with safety performance. While indications are that most of the private drug-testing labs are ready to conduct the four additional Department of Transportation-mandated tests, the new requirement likely will slow down the process for medical review officers to screen an increasing number of positive test results, according to Barry Sample, senior director of science and technology for Quest Diagnostics, a leading U.S. drug test provider. Testing for hydrocodone, hydromorphone, oxymorphone and oxycodone could result in drivers — even with prescriptions for the pain killers — failing their tests and those positive test results being referred to a medical review officer to determine if a driver should be allowed to get behind the wheel. The primary responsibility of a medical review officer is to verify if an employee has an alternative medical explanation for a lab-confirmed positive test result. A lab sends all test results, positive or negative, to an MRO, Sample said. “We fully expect to have more laboratory positives,” Sample told Transport Topics. “And, I would expect there will be more medical review officer positives as well. There will be additional specimens that screen positive that in the past would have been verified negatives. So those will have a longer turnaround time.” Abigail Potter, manager, safety and occupational health policy at American Trucking Associations said, “If someone gets dinged as positive, an MRO reviews it, and if the MRO finds that the person had a legitimate prescription under the controlled substance act, then it will most likely be marked negative. “But someone who has a valid prescription for one of these drugs may not be considered medically qualified by the medical review officer. He might be able to pass a DOT test, but he may not be medically certified to drive.” She added, “These are very potent drugs, and some of them have addiction qualities similar to heroin. They are very, very dangerous. We as an industry are focused on preventing these drugs being used by drivers.” The DOT final rule, announced Nov. 9, would continue to make medical review officers the ultimate decision-makers of whether a driver, with or without a legal opioid prescription, is fit to drive. If the driver with a prescription for an opioid passes the drug test but still is not deemed fit to drive, the medical review officer can still forward a “safety concern” letter to the driver’s employer, but only after a five-day waiting period, Sample said. The waiting period would allow the driver’s physician to further discuss the matter with the officer. During the comment period for the proposed rule earlier this year, several commenters expressed concerns that adding the opioid tests will increase circumstances in which drivers innocently using opioids would be unfairly treated as drug abusers, with consequent positive tests harming their careers. In response, DOT said it added language in the final rule to prohibit an MRO from denying a legitimate explanation based on whether the officer thinks the prescribing physician should not have prescribed the medication to the driver. Yet, the agency said in its final rule that it’s important to note that when there is a valid concern about whether the employee can continue performing safely, the prescribing physician still may be asked to reconsider the employee’s use of the prescription. And, even when a prescription is legitimate, the MRO can forward a “safety concern” letter to the driver’s employer. Sample said the odds of failing an opioid test with a valid prescription are “very dependent” on the pattern of use, dosage, frequency of use and an individual’s metabolism. The detection window for the new opioid tests is shorter than for many other drugs, Sample said. “We generally say that most drugs on the [opioid] urine screen will be able to detect use within the last 72 hours,” he added. Sample said opioids are sedating, may cause decreased reaction time and increase sleepiness. “But, for some individuals, they may actually be more effective in carrying out their duties if they are not debilitated by pain,” he said. “So it’s somewhat of a balancing act in trying to ensure that the individual is being treated for their pain, but might impact their ability to work.”

Indiana Wants ELD Rule Delayed David Cullen, Heavy Duty Trucking (HDT) / November 30, 2017 In an 11th-hour request, the attorney general of Indiana has proposed that the Federal Motor Carrier Safety Administration delay implementation of the electronic logging device rule set for Dec. 18 — less than 3 weeks from today. While numerous attempts to halt or delay the rollout of the ELD rule have been made in federal courts and on Capitol Hill, this request marks the first time a state official — and in this case, a very high-ranking official in a top trucking state — has advocated taking such action. Attorney General Curtis T. Hill Jr. (R) stated in a Nov. 29 letter to FMCSA Chief Counsel Randi Hutchison that a delay was needed because to “immediately begin requiring drivers to use ELDs exclusively (except, as the new rule allows, for those with on-board recording devices installed before Dec. 18, 2017) would place undue burdens on drivers and operators.” His chief concern is that there is no government or third-party verification in place for the ELD device self-certification process FMCSA has suppliers using in order to be registered with the agency. “With manufacturers of ELDs currently responsible for ‘self-certifying’ their compliance with government standards — with no effective procedures seemingly yet developed to provide oversight over such ‘self-certifying’ — drivers and operators are left without any way of ascertaining which brands and models of devices ultimately will pass muster,” wrote Hill. “They must ‘fly blindly’ into investing in products they are being required to purchase.” He then argued in detail that several crucial issues may result from the device certification and registration protocol now in place, including but not limited to the following: “Certain steps outlined in the Plan and Procedures Manual are ‘not required to be completed’ because they cannot be completed. The actual data transfer has not and cannot be trialed with a safety official — and the Web Services Portal as of this writing is not fully operational. Manufacturers are left with a statement that data transfer via email, USB and Bluetooth can still be tested in the manufacturers’ testing environments and if the required output file can be generated per the technical specifications in that manner and environment that it ‘will work in FMCSA Web Services.’ “Further, manufacturers are to rely on the most recent version of the manual published to the website; yet the most recent version, Version 2.0, remains incomplete, including but not limited to, suggested testing schedules and quality assurance programs. FMCSA’s website continues to maintain that the email and web services testing environments are ‘coming soon.’ This is particularly concerning considering the number of registered devices on the list currently who have yet to utilize these tools and the pressing compliance date of Dec. 18, 2017.” “Even if a particular ELD appears on the list of registered ELDs, it is still possible for the device to not ultimately be compliant or conform to the required technical specifications of the ELD Rule — which could result in significant harm to the consumer as the device would likely already be deployed at the time non-compliance would be discovered and countless resources wasted.” “While a driver will be permitted to use paper logs temporarily if a device is found to be non-compliant, it has been reported that the motor carrier will only have eight (8) days from notification to replace the noncompliant device with a compliant one. If the problem is widespread throughout a large fleet, the FMCSA has suggested it would be ‘flexible’ but has provided no further guidance. This could have a detrimental effect on smaller carrier companies should the device they select run afoul of guidelines. In fact, the costs associated with such an occurrence have the potential to put some carriers out of business and negatively impact competition and interstate commerce.” “Compliance with the ELD rule will only be determined by individual enforcement personnel’s interpretation of the data after it has successfully transferred through FMCSA’s systems. It remains unclear whether any guidelines or regulations have been developed and/or implemented for said interpretation and whether or not a particular device will even be able to transmit the data successfully. This will inevitably lead to a great deal of ambiguity and differing interpretations. FMCSA has stated that some but not all enforcement agencies will be utilizing Electronic Record of Duty Status Systems (ERODS) to determine compliance with federal regulations. FMCSA is ultimately not providing the manufacturers with access to that platform to test their devices to date. It has been reported in the industry that some larger manufacturers believe the only way to truly test compliance would be through use of ERODS or through the use of further technical resources and information – none of which are yet available or promised.” “The technical specifications as laid out in the ELD final rule are extremely complex and can be interpreted differently by individual manufacturers, who are the entities certifying compliance, yet the testing procedures laid out by FMCSA are not binding on said entities. Further, there is no set manner of testing that must be conducted, much less passed, before deployment of a particular device to consumers.” “Consumers may assume that if a device is certified and registered that it bears the approval of FMCSA and is in fact compliant with the ELD Rule. They may purchase a particular device on that premise. However, there is no guarantee or way to verify that the device is actually compliant with the said technical specifications until said compliance is called into question.” In closing, Hill requested that FMCSA hold off on implementing the ELD rule until the agency can “develop guidelines that offer greater clarity to the individuals you expect to follow them.” In a Nov. 30 press release, the Owner-Operator Independent Drivers Association said it applauds the request made by the Indiana attorney general. "This request from a state agency is a prime example how states are beginning to understand the reality of this broadly written mandate and its negative consequences," said Todd Spencer, executive vice president of OOIDA. "Law enforcement is simply not ready for this. “Most small-business truckers can ill afford to make these purchases only to learn later that their ELD is non-compliant," he added. "Yet they are required to do so or risk violation." In confirming to HDT that the agency has received Attorney General Hill’s letter and is reviewing its contents, FMCSA Director of External Affairs Sharon Worthy noted that “FMCSA is operating under a statutorily designated deadline for ELD implementation.” In other words, don’t expect the request from Indiana to trigger any stay on the roll out of the mandate.

How Ford plans to market the gasoline-electric F-150 Keith Naughton, Bloomberg / November 30, 2017 DETROIT -- People who buy F-150s don’t much care about fuel economy. It ranks No. 28 on their list of priorities, way below pickup essentials like durability and reliability, even the roominess of the cab. And yet Ford Motor Co. is plowing ahead anyway with a gasoline-electric version of the crazy-popular truck, the best-selling vehicle in the U.S. since the Reagan administration. To coax devotees into the greener future, the company won’t be stressing the benefits of cutting back on carbon-dioxide emissions or the costs of tanking up. Instead, the marketing will go something like this: The battery in the hybrid F-150 not only feeds the electric motor, it’s a mobile generator that can keep the beer cool at a tailgate party, charge your miter saw and run the coffee maker on a camping trip. “It still may be a hard sell,” said Michelle Krebs, an analyst at Autotrader, “but they’ve got to have this in their lineup.” That’s in part because of tough federal regulations. The hybrid F-150 was greenlighted in 2014, three years after the Obama administration set a target for automakers to achieve an average of 54.5 miles per gallon in their lines eight years from now. The expectation that President Donald Trump will ease regulations hasn’t reduced the industry’s interest in electrification. But Ford’s playing catch up in the race to put electric vehicles and autonomous technology on the road. Investors have punished the company for lagging electric carmaker Tesla Inc., whose market value is higher, and crosstown rival General Motors, which introduced the Chevy Bolt electric for the 2017 model year. Ford is up less than 1 percent so far this year, while Tesla has risen 49 percent and GM has gained 29 percent. So Ford is spending $4.5 billion to field 13 electric and hybrid models by 2020, including a gas-electric Mustang. The company has the most “pricing power” in its best sellers to cover electric propulsion costs, said Hau Thai-Tang, the product-development chief who has led the move to electrify the lineup. There’s risk, of course, in Ford messing with its trucks. The F-series will bring in about $41 billion in revenue this year -- and the vast majority of the company’s profits. But there’s no way Ford can meet the federal mandate without boosting the trucks’ fuel efficiency. The most recent data show that about 2,500 of the pickups are purchased in the U.S. every single day. Offering a hybrid version will be “kind of like trying to sell beer to a teetotaler,” said John Wolkonowicz, an auto analyst and former Ford product planner who once worked on the F-series. This is where the battery-advantage marketing plan kicks in. The company came up with it after researchers spent a year on an anthropological mission, embedding for thousands of hours with hundreds of F-150 owners. “We immersed ourselves in their lives,” said Nadia Preston, the research team’s project leader. “That meant going camping with them, tailgating, going to rodeos, even spending the night.” They were looking for what CEO Jim Hackett calls “bungee-cord solutions” -- workarounds for tasks the F-150 couldn’t perform. They found owners often in need of portable power. Electric motivation “We would see our customers just literally buying generators from Home Depot and strapping them down in their truck beds,” Thai-Tang said. There was the welder in Texas who lugged his generator in and out of the bed whenever he needed it for work. Then there was the builder in Denver who didn’t own one, relying on a jumble of extension cords that he stretched to an outlet to operate his saw. “He told us, ‘Access to power in any shape or form would absolutely help me do my job,” ’ Preston said. Ford won’t say how many hybrid F-150s it plans to make, nor how much more expensive they are to build, though analysts estimate adding electric power tacks on at least $5,000 to the cost of a vehicle. In any event, the company will still sell hundreds of thousands of traditional pickups, including the new Super Duty Limited 4X4, which when topped out with all the extras will cost around $100,000. Needing motivation At this point, “you would need some motivation to invest in an electric pickup,” said Xavier Mosquet, a senior partner at Boston Consulting Group, who just authored a study that found pickups were least likely to be swept up in the electrification trend. “Unless you think the generator itself has value.” The idea at Ford is that hybrid trucks will catch on, following a path similar to turbo-boosted V-6 engines that were first offered on the F-150 seven years ago when anything less than a V-8 was considered wimpy. Today, the smaller engines account for almost two-thirds of sales. The company has courted F-150 controversy before, when it it outfitted the truck and its larger sibling, the Super Duty, with aluminum body panels that lopped hundreds of pounds off the weight of the rigs -- part of the effort to lower gas consumption. GM responded with attack ads accusing Ford trucks of going soft. But the aluminum F-Series trucks gained market share and are driving profits upward. “The F-150 is so important to Ford, they have to maintain leadership by offering every powertrain option,” said Krebs, the Autotrader analyst. “I don’t expect it initially to be a big percentage of sales, but the timing is right.”

Kenworth Truck Co. Press Release / November 29, 2017 The 12 images featured on the Kenworth 2018 Calendar. .

Springfield News-Sun / November 30, 2017 Members of Springfield’s UAW Local 402 have started a letter-writing campaign to Ohio Gov. John Kasich and state lawmakers after Navistar lost its years-long hold on a contract to provide trucks for the Ohio Department of Transportation. Navistar, which employs more than 1,800 workers at its Springfield manufacturing plant and has thousands of retirees in the area, lost a bid to supply roughly 130 trucks to ODOT next year to Valley Freightliner, a Cleveland-area truck dealership. Navistar’s bid came in slightly higher than Freightliner, said Jason Barlow, president of the UAW Local 402. But both bids were close, he said, and a provision in state law should have kicked in giving preference to Navistar because of its larger economic impact on Ohio. But ODOT officials said the agency followed the rules of its bid process to get taxpayers the best value and that Navistar can bid on future annual contracts. The state’s decision could have a trickle-down effect, Barlow said, because townships and other local government entities often look to ODOT before making their own purchases. The Freightliner dealership is located in Ohio, but Barlow said that company’s trucks are manufactured in another state whereas Navistar makes them in Springfield. The 2018 bid included 128 trucks purchased from Valley Freightliner and three from Rush Truck–Cincinnati. The state evaluated eight bids, according to ODOT. Navistar has long had a hold on the contract, said Matt Bruning, an ODOT spokesman. From fiscal year 2002 to 2017, he said ODOT purchased more than 1,670 trucks from Navistar for $128.1 million. Freightliner received contracts for 73 trucks at $7.7 million during that span. “Ohio law is designed to give all qualified companies a chance to bid on our contracts,” Bruning said. “The goal is to get the best value for Ohio taxpayers. As has been the case for years, a company with a significant economic presence in Ohio was awarded the contract.” Officials from Valley Freightliner and the company’s corporate offices couldn’t be reached for comment Wednesday. The UAW has started a campaign to send hundreds of letters to Kasich, ODOT and state lawmakers, requesting that they review the bids again and award the contract to Navistar. “I can’t believe that the state would award a contract to a company that has very little financial impact for the state other than a few dealers, over a company that has had a manufacturing presence in Ohio for over 100 years and currently employs thousands of Ohio citizens,” the union’s letter says. Navistar has been working with the Chamber of Greater Springfield to promote a “Buy Local” campaign encouraging local governments to purchase Navistar vehicles. Barlow pointed to language in state law that says to have a “significant economic presence” businesses must pay taxes and be registered in Ohio and have either 10 or more employees in the state, or have 75 percent or more of their employees in Ohio. Freightliner would qualify under that specific language, Barlow said, but the trucks are manufactured outside Ohio and said the language acts as a loophole. “Nothing against Freightliner, but they don’t have an economic presence in the state of Ohio other than some dealership network,” Barlow said. “If you have a dealership that has 10 to 20 employees versus a manufacturing facility that has 1,800 employees, and for every job we have, there are four others out there through the supply base — that’s a huge economic presence.” State Rep. Kyle Koehler, R-Springfield, said he’s looking into whether new legislation could clear up language in the bid process to prevent future disputes. “I’m trying to do everything I can within my power to help Navistar move forward with this,” Koehler said. “My hope as a state legislator is that I can change maybe how the state of Ohio looks at buying things that are made in Ohio. There’s currently some wording out there that helps businesses in Ohio but I think it’s vague and it needs to be strengthened.”

Did you call Watt's Mack and ask on availability of the 76MO213P1 complete assembly?

Automotive News - Reuters / November 29, 2017 FRANKFURT -- Germany's ZF Friedrichshafen, the world's second-largest auto [and commercial truck] supplier, said on Wednesday that its supervisory board chairman , Giorgio Behr, was stepping down. A company spokesman said Behr was giving four weeks' notice, but declined to comment further. Germany's Handelsblatt newspaper earlier reported Behr's departure, saying the move was due to a power struggle between Behr and the company's owners over strategy after they blocked a takeover of U.S. commercial truck parts supplier Wabco Holdings. The Friedrichshafen-based supplier wants to cut its dependence on combustion-engine cars, and has sought to build up its expertise in components for autonomous and electric vehicles. Earlier this year, ZF took a 40 percent stake in German lidar maker Ibeo Automotive and made an unsuccessful $515 million bid for Swedish brake systems group Haldex. ZF ranks No. 2 on the Automotive News list of the top 100 global suppliers with worldwide sales to automakers of $38.46 billion during its 2016 fiscal year.

This is an illustration of the US market (50-inch spread) Kenworth 6-rod suspension (KW6-50). http://www.stengelbros.net/Kenworth--Big-6-KW6-50-Rear-Spring-Suspension_c_1250.html Australia uses a 60-inch spread variant (KW6-60A).

Many R and RD models we exported years ago to central and South America didn't have heaters. All dealers had the option to delete it.

Transport Topics / November 28, 2017 WORCESTER, Mass. — The state Supreme Judicial Court has upheld rulings in favor of the truck manufacturer and the maker of a piece of truck equipment in a wrongful death suit filed by the widow of Northboro pitching star Mark Fidrych. The 1976 American League Rookie of the Year was found dead underneath his 10-wheel dump truck at his 107-acre farm in Northboro in April 2009. The medical examiner ruled that Fidrych, 54, died of asphyxiation when his clothing became entangled in a spinning component of the vehicle’s undercarriage while he was underneath, working on the truck. His widow, Ann Pantazis, sued Mack Trucks Inc., the maker of the truck, and Parker-Hannifin Corp., which had acquired the assets of Dana Corp. Dana manufactured the “power take-off” equipment that was part of the system used to raise and lower the dump-truck bed. Pantazis’ suit accused the companies of insufficiently warning of dangers posed by the moving parts. She had sought $5 million apiece from Mack Trucks and from the maker of the truck component before filing suit in Worcester Superior Court in 2012. In two separate summary judgment rulings, different Superior Court judges ruled in favor of each of the defendants. On Nov. 27, the Supreme Judicial Court affirmed the earlier Superior Court rulings. The SJC decision stated: “We conclude that where, as here, the components manufactured by the defendants included no design defects, and the risks posed by the assembled product arose out of the addition of other components and the decisions made, and actions taken, by downstream actors, the defendants had no duty to warn of those dangers.” Fidrych was a farmer and independent dump truck driver after his baseball career, which included one of the most magical rookie seasons in history. The curly-haired righthanded pitcher was only 21 in 1976 when he went 19-9 for the Detroit Tigers, starting the All-Star Game after winning seven of his first eight decisions. Nicknamed “The Bird” for his gawky resemblance to the Big Bird character on the PBS children’s show “Sesame Street,” Fidrych endeared himself to the nation with his colorful personality and offbeat antics. He would appear to talk to the ball, get on his hands and knees to groom the mound, and high-five teammates after they made routine plays. His baseball career was cut short by injuries, and he retired in 1983 at age 29. .

Two more companies commit to Tesla orders Today’s Trucking / November 28, 2017 SEATTLE, WA – Two more companies have added themselves to the list of those pre-ordering Tesla’s new fully-electric semi. Shipping company DHL, owned by Deutschhe Post AG, and Fortigo Freight Services said they each ordered a limited number of the trucks due out in 2019. DHL said its 10 trucks will be used for shorter routes, telling Reuters they would be deployed on shuttle runs and same-day customer deliveries, as well as being tested for fuel efficiency on longer runs throughout the United States. Etobicoke, Ontario-based Fortigo – one of Canada’s largest dedicated fleet management companies – said that in addition to testing the trucks, it would be offering a lease-back program to its drivers and independent contractors, if the testing phase is successful. The price for the base model of the trucks is US$150,000 for the 500-kilometer range battery, and US$180,000 for the 800-kilometer range battery, with US$20,000 due up front as a deposit. Elias Demangos, president of Fortigo Freight, said the company didn’t hesitate to secure a spot on the waiting list for the trucks. “The transportation and trucking industry has a legacy of being quite conservative in its approach to innovation, and needs to look towards the technology that will shape the future of the industry,” he said. Tesla told Reuters they will not be confirming which companies have ordered trucks, or providing a final tally of the number of trucks ordered. So far Walmart, J.B. Hunt, and Loblaw Companies have also confirmed they have placed pre-orders with Tesla, and will be putting the trucks on the road in Canada.

Carriers can comment on EPA’s glider kit emissions exemption plan until January 5 Commercial Carrier Journal (CCJ) / November 28, 2017 Truckers and other industry stakeholders have until January 5 to file formal comments on the EPA’s proposal to exempt glider kit vehicles from the Phase 2 tractor-trailer emissions standards enacted last year by the Obama Administration. The EPA earlier this month announced its plan to reclassify glider kits as non-new vehicles, thereby restricting the EPA’s ability to regulate their exhaust emissions, and to repeal the glider kit-specific provisions of the Phase 2 emissions regulations. Public comments can be made at this link. The remainder of the Phase 2 standards will remain intact. The sweeping regulations call for a roughly 25 percent reduction in emissions of greenhouse gases of tractor-trailers by 2027, with phased-in benchmarks set in the meantime to help manufacturers work toward the EPA’s requirements. The glider kit regulations set by the Phase 2 rule are slated to take effect in January. The EPA likely will move quickly after the end of the comment period to finalize the rule and exempt glider kit manufacturers from compliance. The regs only applied to new glider kit vehicles, not those already in operation. The Phase 2 standards did offer a limited exemption for glider kit builders and individuals who build less than 300 kits a year. Manufacturers like Fitzgerald’s, and even some truck OEMs, can build thousands of glider kits a year, meaning they would have had to drastically alter their operations to meet the Phase 2 rule’s standards. The EPA claimed that 10,000 glider kits, which is roughly the amount sold each year in the U.S., produced nearly the same amount of emissions of greenhouse gases and NOx as 200,000 modern trucks and engines. Fresh research from Tennessee Tech University, published this year, refuted that claim, however. The EPA leaned on the new research in deciding to repeal the glider kit emissions regs set by the Phase 2 rule.

I never heard of a connection between Hughes and the A6M. It resembles the Gloster F.5/34. It has been claimed that the Zero's design showed a clear influence from British and American fighter aircraft and components exported to Japan in the 1930s, and in particular on the American side, the Vought V-143 fighter. Chance Vought had sold the prototype for this aircraft and its plans to Japan in 1937. Eugene Wilson, president of Vought, claimed that when shown a captured Zero in 1943, he found that "There on the floor was the Vought V 142 [sic] or just the spitting image of it, Japanese-made", while the "power-plant installation was distinctly Chance Vought, the wheel stowage into the wing roots came from Northrop, and the Japanese designers had even copied the Navy inspection stamp from Pratt & Whitney type parts." While the sale of the V-143 was fully legal, Wilson later acknowledged the conflicts of interest that can arise whenever military technology is exported. Counterclaims maintain that there was no significant relationship between the V-143 (which was an unsuccessful design that had been rejected by the U.S. Army Air Corps and several export customers) and the Zero, with only a superficial similarity in layout. The Zero resembled the 1937 British Gloster F.5/34. Performance of the Gloster F.5/34 was comparable to that of early model Zeros, with its dimensions and appearance remarkably close to the Zero. Gloster had a relationship with the Japanese between the wars, with Nakajima building the carrier-based plane, the Gloster Gambet, under license. However allegations about the Zero being a copy have been discredited by some authors. https://en.wikipedia.org/wiki/Mitsubishi_A6M_Zero .

This Smithsonian video on Pearl Harbor is extremely well done. A lot of "never before seen" footage.

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Lost Tapes: Pearl Harbor Take an unprecedented look at the attack on Pearl Harbor entirely through news reports, public statements, recently declassified documents, and footage recorded in the days before, during, and after the event that shook the world. https://www.youtube.com/watch?v=f3oRGVKAeKQ

Scania Group Press Release / November 28, 2017 Remi Skillingsås, Head of Transport at fuel suppliers Qstar knows perhaps better than anyone the value of fuel. This is why the company has always focused sharply on fuel-efficient vehicles – and skilled drivers. It all started with a modest filling station in Östra Husby in the county of Östergötland, Sweden in 1990. Today, you can see Qstar’s characteristically bright-red filling stations in 400 locations all over Sweden. The emphasis is on the whole country, because Qstar focuses intensely on covering smaller towns and rural communities where many larger companies wind up their operations. “This means that we have all kinds of runs: short and long, on country roads and on motorways. This variety has led us to always stress the importance of driving our tankers in a fuel-efficient manner,” says Qstar’s Head of Transport Remi Skillingsås. Qstar currently has its own fleet of two tractor units, eleven trailers and six drivers employed by the company. Also, the company works with subcontractors who drive another nine tractor units. Scania is the natural choice for Qstar, according to Remi Skillingsås. “After all, we want to have the best drivers. They need to feel happy with us and stay with us. That’s why we invest in the best vehicles. As a fuel supplier and haulage firm, we naturally want to take responsibility for our customers and for the environment. And that’s why we always want to improve efficiency and challenge ourselves,” says Remi. A fuel saving of five percent Qstar became interested in Scania’s new generation of trucks at an early stage for this precise reason. A fuel saving of five percent was enticing, and the decision was made to buy in a Scania R 500. “The savings promised have even been exceeded – our calculations show that we’ve reduced our fuel consumption by between seven and eight percent, which we’re extremely proud of,” he says. The new truck is not the only thing behind this reduction. Qstar has also used Scania’s driver coaching to hone the skills of its drivers and further reduce consumption, explains Teddy Soneland, whose role is “Driver no. 1” at Qstar and who is responsible for a large share of operations in the haulage business. “We’ve always driven economically, but to move up a notch in our development, we took part in Scania’s driver coaching. It’s meant a great deal to follow things up on a daily and monthly basis. Driver coaching also means that you never stagnate but instead always try to develop. Good can always be better,” he says. Teddy Soneland praises the feel of his new Scania. “I personally gain a great deal of benefit from Scania’s technical solutions, such as the cruise control with GPS. And the new gearbox with extremely good rollout,” says Teddy. Comfort is also worth a great deal, he adds. “I like the details, like there being a convenient place to put your flask, good storage spaces, opportunities to charge your phone, and being able to connect two mobile phones simultaneously – details that mean that being at work is enjoyable,” he says. Based on these impressive results, Remi Skillingsås is now considering a suitable reward for the company’s drivers. “We’ve achieved fantastic things, and we’re hugely proud of our drivers, who did all the work,” says Remi in a mixture of Swedish and Norwegian. “We’re now thinking about doing something for them in return, and we’ll see what that turns out to be.” Qstar’s five top tips for saving fuel: Hunt decilitres, not minutes (change your mental attitude). Always drive at the right speed (driving too fast is the single biggest drain on fuel). Make use of rollout on roundabouts and crowns of hills, for example. Use technical aids such as cruise control with GPS. Be extremely predictive. Read the traffic in advance. Braking wastes fuel. .

This product was introduced in 2014. With global markets in mind including the US, I wanted to share it. I think Ford did a nice job with it. .

General Motors Press Release / November 21, 2017 The 2018 GMC Sierra 2500HD AllMountain concept, a one-of-a-kind snow-climbing machine, will debut this week at VailMountain. The SierraAllMountain concept takes GMC’s signature bold design and engineering excellence to new heights, adding tank-like tracks that help it navigate rugged, snow-covered terrain. VAIL, Colo. — The 2018 GMC Sierra 2500HD AllMountain concept, a one-of-a-kind snow-climbing machine, will debut this week at VailMountain. The SierraAllMountain concept takes GMC’s signature bold design and engineering excellence to new heights, adding tank-like tracks that help it navigate rugged, snow-covered terrain. Built on a GMC Sierra 2500HD Denali 4WD Crew Cab platform, the epitome of GMC’s strength and design, the AllMountain concept stands ready to tackle steep slopes and extreme weather conditions. It combines the power of the 6.6L turbo-diesel V-8 engine and first-class interior appointments of the Sierra 2500HD Denali and adds enhanced capability and features through concept Mattracks® technology and GMC Accessories. “With GMC’s focus on premium capability and design, we wanted to ensure that this concept took these signature attributes to an entirely new level,” said Carl Zipfel, GMC exterior designer. “The SierraAllMountain concept Mattracks® technology enables the truck to conquer uncharted territory while highlighting premium interior features such as Bose speakers and upscale leather treatments.” Sierra AllMountain Concept Features: Mattracks® 150 Series Tracks with GMC Red finish Bodyside graphics Wheel well and underbody LED lights Snowboard Racks, associated accessories by Thule® Amplifier and Dual Pod Speaker Kit, associated accessories by KICKER® RIGID E-Series 30-Inch Light Bar Soft roll-up tonneau cover by Advantage Duramax® 6.6L Turbo Diesel engine with 445 horsepower and 910 lb-ft of torque Allison® 1000 six-speed automatic transmission The GMC Sierra All Mountain will remain on display at Vail for the winter season as part of an exclusive partnership announced earlier this year with Vail Resorts, Inc. (NYSE: MTN), the leading global mountain resort company. In addition to the main partnership with Vail Resorts, Inc., GMC has extended its presence by also collaborating with the Vail Valley Foundation and the Town of Vail. GMC will have a large presence in the Town of Vail through vehicle displays, courtesy vehicles, signage and special events. “The SierraAllMountain concept is perfectly suited for the outdoor activities offered at Vail properties,” said Rich Latek, director of GMC Marketing. “This unique concept truck is a fun way to attract attention to GMC and highlight our partnership with Vail Resorts.” A similar SierraAllMountain concept, built on a Sierra 2500HD All Terrain X platform, will be on display at the 2017 Los Angeles Auto Show. .

2018 Ford F-150 Car & Driver / November 2017 From top to bottom, the best pickup around. Period. The F-150 has been Ford’s top-selling model and company cash cow for decades. Matching its modern aluminum-body construction is a slew of advanced engines and high-tech driver assists. The handsome hauler can be outfitted for every job and every personality, with three cab and bed styles and numerous appearance packages. Its premier powertrain is a lively twin-turbo 3.5-liter V-6 producing 375 horsepower and 470 lb-ft of torque. Paired with a 10-speed automatic transmission, it’s capable of towing a best-in-class 13,200 pounds. From top to bottom, the iconic F-150 is the most complete and compelling full-size pickup to be found. Period. Highs Excellent engine selection, class-leading capability, innovative high-tech features. Lows Turbo engines fail to elevate fuel economy, late availability for the diesel, that’s about it. Verdict The F-150 is the most complete and compelling full-size pickup to be found. What’s New for 2018? On the surface, the 2018 F-150 is refreshed with new grille designs, bumpers, exterior lighting, tailgates, and wheels. Under the hood is where the most significant updates are. Every F-150 powertrain has auto stop/start technology. This includes an all-new base 3.3-liter V-6 (replacing the old 3.5-liter version), a second-generation 2.7-liter EcoBoost V-6, and a heavily revised 5.0-liter V-8 with increased horsepower and torque. A diesel engine will join the party in spring 2018. Apart from the 3.3-liter V-6, every engine now pairs with Ford’s 10-speed automatic transmission. Several models have revised interiors with new colors, materials, and options. The infotainment system adds optional 4G LTE Wi-Fi connectivity and a high-end Bang & Olufsen audio system. Among the additional active safety assists are adaptive cruise control with stop-and-go functionality and forward-collision warning with pedestrian detection. What Was New for 2017? The 2017 F-150 lineup had mostly minor changes. The biggest addition was an all-new 10-speed automatic transmission that was previously only available with the twin-turbo 3.5-liter V-6. An available STX appearance package was new, too. The paint-color palette added Lightning Blue, Avalanche, and White Gold as well. Trims and Options We’d Choose While we’ve gushed over the rowdy Raptor off-road specialist and its predisposition for pure, dumb fun, the practical purchaser will prefer the regular F-150. The well-rounded Ford can be outfitted for every occasion, from a bare-bones workhorse (starting at $28,675) to a luxury limo costing as much as $65,000 for the top-tier Limited trim. We think the mid-level Lariat SuperCrew with the six-and-a-half-foot cargo bed represents the best combination of versatility and value. The 325-hp twin-turbo 2.7-liter V-6 is the standard engine, but upgrading to the more powerful 375-hp twin-turbo 3.5-liter V-6 only costs an extra $1600. That engine is responsive and quick, and it pumps out 470 lb-ft of torque. Adding all-wheel drive isn’t necessary for everyone, but the $3375 option is a must for harsh Michigan winters. Every Lariat has standout standard features such as: • Leather-trimmed front bench with 10-way power-adjustable driver’s seat • 8.0-inch Sync 3 touchscreen with Apple CarPlay and Android Auto • Proximity-key entry with push-button start • Dual-zone automatic climate control • Heated and cooled front seats We’d also opt for the Max Trailer Tow package ($1295), which adds coolers for engine oil and transmission fluid, an electronic locking rear axle (3.55 axle ratio), a 36-gallon fuel tank, a trailer backup assist, and more. This setup unlocks the F-150’s class-leading maximum tow capacity of 13,200 pounds. In total, our all-wheel-drive Lariat SuperCrew costs $50,910. In Depth: 2018 Ford F-150 - https://www.caranddriver.com/reviews/2018-ford-f-150-in-depth-model-review

Barra, Marchionne, Hinrichs meet with Pence amid discord over NAFTA Bloomberg / November 27, 2017 WASHINGTON -- Top executives from the Detroit 3 automakers met with Vice President Mike Pence on Monday amid tension over the Trump administration’s efforts to revamp the North American Free Trade Agreement. Fiat Chrysler Automobiles CEO Sergio Marchionne, General Motors CEO Mary Barra and Joe Hinrichs, Ford Motor Co.’s president of global operations, discussed "trade, commerce and manufacturing policy and how it impacts their business." The meeting also included National Economic Council Director Gary Cohn and U.S. Trade Representative Robert Lighthizer, the vice president's office said. Automakers have plenty of issues to raise. President Donald Trump has pushed for companies to construct more auto assembly plants in the U.S., while also pushing for major changes to NAFTA. Trump’s negotiators want to increase the share of U.S. parts required for vehicles assembled in North America to receive duty-free treatment under NAFTA, a change that the auto industry has warned could undercut Trump’s America First goals. "We view the modernization of NAFTA as an important opportunity to update the 23-year-old agreement and set the stage for an expansion of U.S. auto exports," Matt Blunt, the president of the American Automotive Policy Council, said after the meeting. Blunt said that the automakers appreciated "the opportunity to directly address the industry's concerns with the administration's rule of origin proposal." Lighthizer is overseeing the renegotiation of NAFTA on behalf of the Trump administration. The latest round of negotiations ended last week with little progress. Mexico and Canada rejected the U.S. proposal to raise the minimum threshold for autos to 85 percent North American content from 62.5 percent as well as to require half of vehicle content to be from the United States. Meanwhile, the administration is conducting a review of environmental regulations enacted during the Obama administration that aim to boost the fuel efficiency of the average new car to more than 50 mpg by 2025. Carmakers say the rules are too aggressive and asked the Trump administration to reopen a review of the regulations.